Hold-down locking mechanism for a flexible cover system

ABSTRACT

A wind-actuated hold-down mechanism is provided for restricting movement of a deployment component of a flexible cover deployment system associated with an open-topped container. In certain embodiments, the mechanism includes a vane member pivotably mounted to either the container or the deployment component. The vane member can include one locking element that engages another locking element mounted on the other of the container or the deployment component. The hold-down locking mechanism in certain embodiments is configured to restrict movement of a bail member for a cover deployment system. Other embodiments are configured to engage the end of a transverse bow. A hold-down mechanism can be biased to a neutral position clear of engagement between the container and the deployment component, using either a mechanical biasing component or a gravity biasing feature.

BACKGROUND OF THE INVENTION

The present invention relates to flexible covers or tarping systems foropen-topped containers. The invention most particularly concerns anapparatus adapted for use with an open-topped container bed on a landvehicle, such as a dump truck. More specifically, the invention pertainsto a mechanism for restraining the flexible cover or tarp when thevehicle is moving.

Many hauling vehicles, such as dump trucks, include open-toppedcontainers used for hauling or storing various materials. In a typicaldump truck application, the dump body is used to haul a variety ofparticulate material, such as gravel and the like, as well as organicmaterials, such as grain or produce.

Depending upon the nature of the materials stored in the open-toppedcontainer, it is often desirable to provide a cover for the container. Acover is particularly valuable when the containers are part of avehicle, such as a dump truck. Rigid covers are well known that may behinged from one end of the container body and pivoted from an open to aclosed position. While rigid covers may be acceptable for stationarycontainers, the same is usually not true for land vehicles. In thisindustry, the rigid covers have given way to flexible cover systems.Systems of this type utilize a flexible tarpaulin that can be drawn froma stowed position at one end of the container, to a deployed positioncovering the open top of the vehicle container or bed. The flexiblecover or tarpaulin is preferable in this arena because it can be easilystowed when the cover is not necessary, such as when a dump truck isbeing loaded. In addition, the flexible cover is generally easier todeploy than a rigid cover.

A variety of flexible cover or tarping systems have been developed thatare geared toward particular hauling vehicle applications. One suchtarping system is the Easy Pull® System of Aero Industries, Inc. TheEasy Paul® System includes a flexible tarp that is wound around a spoolat one end of the container body. A rope attached to the free end of thetarp can be used to unwind the tarp from the roller and draw the tarpalong the length of the vehicle container bed.

Another cover system particularly suited for open-topped containers onhauling vehicles, is the Easy Cover® Tarping System also of AeroIndustries, Inc. The Easy Cover® Tarping System includes a U-shaped bailthat is pivotably mounted to the base of the vehicle container body. Thehorizontal section of the U-shaped bail is attached to the tarp, whilethe free ends of the vertical elements are pivotably mounted. In oneapplication, the Easy Cover® System allows the tarp to be manuallypulled in a sweeping arc over the container load.

Another particular application of a similar tarping system is generallydepicted in FIG. 1. A vehicle 10, such as a dump truck, can include anopen-topped container body 11. The body preferably includes a top rail11 b around its upper perimeter, and a number of vertically orientedsupport ribs 11 a.

A tarpaulin cover 13 is depicted in FIG. 1 in its deployed configurationspanning the length of the container body 11. The tarp can be preferablystowed by winding onto a tarp roller 14 at the forward end of thevehicle. Both the tarp 13 and the roller 16 can be of a variety of knownconstructions, such as the Easy Cover® Tarping System.

In the particular illustrated vehicle application, a bail member 16 ismounted to the truck body 11 at a pivot mount 17. The bail member 16 isattached to the free end of the tarp 13 and arranged so that thepivoting travel of the bail member 16 moves the tarp from its stowed toits deployed position. The bail member 22 is preferably U-shaped, andincludes a pair of elongated arms 18 connected to the vehicle at thepivot mount 17.

It is understood that the vehicle 10 shown in FIG. 1 represents one typeof hauling vehicle that utilizes a flexible cover or tarping system. Inother systems, the tarp is attached to and supported by curved bows thatspan the width of the truck bed. Like the system depicted in FIG. 1, thebow-type tarping system can be manually or mechanically deployed,typically by pulling the end of the tarp and sliding the bows alongrunners mounted to the top rail 11 b the container body 11.

Regardless of the particular hauling vehicle application or tarpconfiguration, one problem that is persistently faced is the effect ofair flow or wind as the vehicle is traveling. This problem becomesespecially acute at high speeds. The tarpaulin 13 is affected in anumber of ways by the air flow across a traveling vehicle 10. The frontend of the vehicle creates turbulent air flow that travels along thelength of the container body 11. This turbulence, which can bemanifested by air vortices along the top rail 11 b of the containerbody, has a tendency to lift the flexible cover 13 away from the top ofthe body 11. A similar result occurs due to the Bernoulli effect of theair passing over the top of the vehicle. In essence, the tarp 13 acts asan air foil, so that the air passing over the top of the tarp creates alower pressure zone, which again results in displacing the tarp from thetop of the container body 11.

All of these wind-related effects cause the tarp system and flexiblecover to bellow and flap. In addition, rough road conditions can causethe tarp system, including its mechanical elements, to bounce. Whilethis action of the tarp and the associated tarping system can be verynoisy, the most deleterious effect is on the flexible cover 13 itself.The constant bellowing and flapping gradually wears the tarp down, whichdecreases its longevity. In addition, when the tarp 13 bellows, the loadwithin the container body 11 is exposed to the elements.

In order to address this problem, various manually activated systemshave been devised. In one common system, a web of cords are deployedover the cover 13 along the length of the container body 11. The ends ofthe cords can be attached to mounts fixed to the side of the body. Inother systems, the bail member, such as bail member 16, can be activatedto wrap the end of the cover over the end of the vehicle body. Thesesystems can be either manually or mechanically operated, and can be tieddown using a tie down rope at the end of the body.

Still other systems rely upon a complicated array of mechanical,electrical or hydraulic structures to apply a constant tension along thelength of the tarp. However, in most cases, the tension along the lengthof the tarp does not alleviate the problem of bellowing and flapping ofthe side edges of the tarp along the top rail 11 b of the vehicle body11. In some cases, a tensioning cable is threaded through eyelets alongthe side edges of the flexible cover. These tension cables require someform of manual or mechanical intervention to tightening the cables oncethe cover has been deployed over the container body.

In spite of the many approaches to address the wind-related damage tothe cover tarp, these wind effects remain substantially unchecked. Allof the mechanical and rope-based systems have some amount of play orgive that is exploited by the previously described wind effects,particularly at high vehicle speeds. Consequently, what is needed is ahold-down mechanism positively restrains the elements of the tarpingsystem to counteract the detrimental impact of the wind rushing acrossand through the flexible tarp.

SUMMARY OF THE INVENTION

These problems are addressed by the present invention that contemplatesa hold-down locking mechanism that operates on components of the coverdeployment system. In certain embodiments, the locking mechanismoperates on the arms of the bail member that is pivotably mounted to thecontainer body. In other embodiments, the locking mechanism operates onbow members integrated into the flexible cover.

In one aspect of certain embodiments of the invention, the hold-downlocking mechanism includes a vane member that is pivotably mounted tothe side of the container body. The vane member includes a lockingelement that engages another locking element attached to an arm of thebail member when the bail member is in its deployed position. The vanemember is initially in a neutral position adjacent the container bodyand apart from the bail member arm. In its deployed position, the vanemember locking element prevents unwanted movement of the bail memberarm.

In some embodiments of the invention, one important feature is that thevane member is actuated by the force of air flowing past the containerbody. This air flow can be due to wind blowing against a stationarycontainer or due to apparent wind created by a container affiliated witha vehicle traveling above a certain road speed. Thus, in theseembodiments, air pressure is exerted against the vane member to cause itto pivot from its neutral position to its deployed or activatedposition.

In one specific embodiment, the vane member includes a plate-like vanemounted to the container body by a hinge. The leading edge of the vanecan be angled to create a modest air foil, thereby ensuring that airflow past the container body and vane will generate an outwardlydirected force on the vane, rather than a force tending to push the vaneinto the container body. The vane member can also include a locking barthat pivots with the vane. The locking bar can engage a locking stopattached to an arm of the bail member. In certain embodiments, thelocking stop can define a back stop and a rearwardly extending ramp thatoperates to increase the downward force applied by the vane locking barto the bail member.

In a further aspect of certain embodiments, the vane member includes abiasing means for biasing the vane to its neutral position. In aspecific embodiment, the biasing means can constitute a spring disposedbetween the vane member and the container body. The spring can be atorsion spring, extension spring, or the like.

In another embodiment of the invention, the vane member is attached tothe arm of the bail member itself. In this embodiment, the vane memberacts against a locking or stop element attached to the container body.In one specific embodiment, the vane member includes a U-shaped pivotelement that is pivotably attached to and straddling the bail memberarm. A vane is attached at one end of the pivot element, while theopposite end of the element includes a locking leg configuration. Inthis specific embodiment, the locking leg configuration is adapted toengage a bar projecting outwardly from the container body. With thisembodiment, air flow or wind can be used to move the vane member fromits neutral position to a position in which the locking legconfiguration engages the locking bar to prevent movement of the bailmember arm.

In an alternative embodiment, the vane member can be pivotably mountedto one side of the bail member arm. The vane member in this embodimentcan include a locking tab projecting substantially perpendicularly fromthe back (downwind) face of the vane. This locking tab is situatedbeneath a locking stop attached to the container body when the vanemember is pivoted to its deployed position.

In another aspect of the invention, the hold-down locking mechanism isadapted for use with a bow-type flexible cover system. In embodiments ofthis aspect, a vane member can be pivotably mounted to the containerbody adjacent an end of the tarp bow. The locking mechanism in thisembodiment also includes a hook that pivots with the vane member. Thehook is configured to catch and retain the end of the tarp bow when thehook is in its actuated position.

In an alternative embodiment, the vane member and hook are separatecomponents operably coupled through a gear train. The vane member isconnected to one gear that rotates as the vane member pivots. The hookcan be connected to a mating gear that rotates in response to rotationof the vane member gear. The gear ratio can be modified between the twogears to multiply the hold-down force generated by pivoting of the vanemember.

In certain embodiments of the invention, mechanical biasing means areprovided to bias the locking mechanism to its neutral position. Thisbiasing means can be overcome by a predetermined air flow or airpressure being exerted on the vane member. When, for example, the windflow reaches a certain apparent speed, the force exerted against thevane is sufficient to overcome the restoring force of the biasing means,thereby allowing the vane member to pivot to its deployed position. Asthe apparent wind speed decreases below the threshold value, the biasingmeans draws the vane member back to its neutral position.

In another feature, the biasing means can be replaced by a gravitybiasing arrangement. In this arrangement, the pivoting components aresized and configured so that the vertically downward force of gravitycontinuously acts on the pivoting elements to guide them to a neutralposition. In certain embodiments, the mass of the vane member isadjusted to take advantage of this gravity biasing aspect. In otherembodiments, a separate mass can be utilized to provide a gravity basedrestoring force to the pivoting components of the locking mechanism.

It is one object of the present invention to provide an active mechanismoperable to hold a flexible cover on the open top of a container body. Amore specific object is to provide this feature for hauling vehicles toovercome the nefarious effects of wind and vibration as the vehicle istraveling.

One benefit of the invention is that it provides a simple mechanism thatcan operate to restrain deployment components of a flexible coversystem. Another benefit is produced by certain embodiments that operateautomatically, such as at a predetermined apparent wind speed.

These and other objects and benefits of the various embodiments of thepresent invention can be appreciated upon consideration of the followingwritten description and accompanying figures.

DESCRIPTION OF THE FIGURES

FIG. 1 is a top perspective view of a hauling vehicle utilizing aflexible tarping system.

FIG. 2a is a side perspective view of a hold-down locking mechanismaccording to one embodiment of the invention, with the mechanism in itsneutral position.

FIG. 2b is a side elevational view of the hold-down locking mechanismshown in FIG. 2a, with the mechanism in its deployed configuration.

FIGS. 3a and 3 b are side elevational views of a hold-down lockingmechanism according to an alternative embodiment of the invention, shownin its neutral and deployed position.

FIG. 4 is an end view of the mechanism shown in FIG. 3b.

FIGS. 5a and 5 b are side elevational views of still another embodimentof a hold-down locking mechanism according to the present invention,depicted in its neutral and deployed positions.

FIG. 6 is an end elevational view of the mechanism shown in FIG. 5b.

FIG. 7 is a side elevational view of a hold-down locking mechanismparticularly suited for use with a bow-type tarping system.

FIG. 8 is an alternative embodiment of a hold-down locking mechanism foruse with a bow-type tarping system.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

For the purposes of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theinvention is thereby intended. The invention includes any alterationsand further modifications in the illustrated devices and describedmethods and further applications of the principles of the inventionwhich would normally occur to one skilled in the art to which theinvention relates.

The present invention contemplates a hold-down locking mechanismoperable to provide a restraining force against a flexible cover tocounteract effects of wind passing by the cover. While the illustratedembodiments are particular adapted for use for hauling vehicles, thesame principals can be applied to stationary open-topped containersutilizing flexible covers. In addition, the illustrated embodiments morespecifically pertain to a dump truck hauling vehicle such as the truck10 shown in FIG. 1. Nevertheless, the same principals can be applied toa variety of hauling vehicles having open-topped containers.

In one feature of the invention, a number of embodiments of a hold-downlocking mechanism are automatically actuated by air flow across a vanemember. The air flow causes the vane member to move from a neutralposition to a deployed or activated position. In the deployed position,the vane member operates to positively restrain or stop the movement ofan element of the tarping system. In the preferred embodiments, the vanemember operates to restrain movement of the bail member of a tarpingdeployment system.

Looking first at FIGS. 2a and 2 b, the invention is embodied in one formin a hold-down locking mechanism 20. This mechanism 20 includes a vanemember 22 that is attached to the vehicle body 11 and a locking stop 24that is attached to an arm 18 of the bail member 16 (see FIG. 1). Thevane member 22 includes a vane 26 that is preferably in the form of asubstantially rectangular plate. Of course, other configurations of thevane 26 are contemplated, the only requirement being that the vane havesufficient surface area to “catch” the wind W flowing along the side ofthe vehicle body 11.

Preferably the vane 26 has a number of stiffening ribs 27 defined alongits width. The vane 26 is mounted to the vehicle body 11 by way of ahinge 28. As shown by comparing FIG. 2a with FIG. 2b, the hinge 28allows the vane 26 to move from its neutral position (FIG. 2a) directlyadjacent the vehicle body 11, to its deployed position (FIG. 2b)extending substantally perpendicularly from the container body.

In the preferred embodiment, the vane 26 defines a leading edge 30 thatis angled outwardly away from a pressure face 32 (see FIG. 2b). Theleading edge 30 allows the vane 26 to act in the nature of an airfoiland ensures that the air pressure generated by the wind W flowing alongthe side of the container body 11 does not to act to push the vane 26toward the body, rather than away from the body to its deployed positionshown in FIG. 2b. It can be appreciated that when subject to an adequateamount of air pressure, the vane gradually pivots along the hinge 28away from the container body 11. As the apparent wind flow continues,the air pressure is exerted against the pressure face 32 to eventuallypush the vane 26 to the position shown in FIG. 2b.

The vane member 22 further includes a locking bar 34 that rotates withthe vane 26. This locking bar 34 is configured to rest within thelocking stop 24. In the preferred embodiment, the locking stop 24 isfixed to the arm 18 of the bail member 16. The locking stop 24 caninclude a back stop face 36 that restricts movement of the vane 26 backto its neutral position. In addition, the stop 24 preferably includes aramp 37. As the air pressure generated by the wind W increases on thepressure face 32, the vane 26 pivots farther away from the containerbody 11. As the vane continues to pivot, the locking bar 34 attempts totravel up the ramp 37 of the locking stop 24. This additional travelincreases the amount of downward force applied to the arm 18. Thisincreased downward force can cause the bail member 16 to pivot about itspivot mount 17, which motion increases the amount of tension applied tothe tarp 13.

In a most preferred embodiment, a return spring 38 can be disposedbetween the vane 26 and the container body 11. Most preferably, thereturn spring 38 is in the form of one or more torsion springs mountedalong the hinge 28 and acting against the downwind face 33 of the vane26. The return spring 38 normally operates to push the vane 26 backtoward the container body 11, and away from the bail member arm 18. Thestrength of the spring can be calibrated to hold the vane 26 against thecontainer body until a pre-determined air flow rate or pressure has beenreached. This apparent wind or air flow rate can be achieved by thevehicle traveling at a particular speed. For example, the return spring38 can be calibrated to hold the vane in the neutral position shown inFIG. 2a until the vehicle reaches the speed of 15 mph.

In the preferred embodiment illustrated in FIGS. 2a and 2 b, the returnspring 38 constitutes a torsion spring. Of course, other biasing devicescan be utilized, including alternative types of springs. For example, atension spring can be affixed between the leading edge of the vanemember and the container body. In addition, the hinge 28 can be in theform of an elastic torsion bar that is supported at its ends on thecontainer body and permitted to twist at its mid-point to which the vaneis attached.

As further alternative of the preferred embodiment, the locking stop 24can be integrated into the surface of the arm 18. In other words, theback stop and ramp feature can be formed directly into the arm itself.As a further alternative, the vane 26 can engage the locking stop,thereby eliminating the locking bar 34. In this instance the bottom edgeof the vane may be at least slightly curved to facilitate its entrancein to and release from the locking stop 24.

An alternative embodiment of the present invention is depicted in FIGS.3a, 3 b and 4. In these figures, a hold-down locking mechanism 40 isillustrated that includes a vane member 44 mounted to the arm 18 of thebail member 16. In this embodiment the locking mechanism 40 includes alocking bar 42 that is attached to and projects substantiallyperpendicularly from the container body 11. The vane member 44 ispreferably attached to the arm 18 by way of a mounting bracket 45. Themounting bracket 45 supports an axle 46 that engages a pivot element 49of the vane member 44. Preferably the pivot element 49 is asubstantially U-shaped bracket. A vane 47 is preferably affixed to thetop of the U-shaped portion of the pivot element 49.

The pivot element 49 further includes a pair of locking legs 51projecting outward from the lower end of the U-shaped bracket. Eachlocking leg 51 can define a locking notch 52 that has a shapedsubstantially conforming to the outer surface of the locking bar 42.

In its neutral position, as depicted in FIG. 3a, the vane member 44 ispivoted slightly forward so that the locking legs 51 are clear of thelocking bar 42. As the air pressure due to the wind W increases, thepivot element 49 rotates to its actuated position shown in FIG. 3b. Inthis position, the locking legs 51 are directly beneath the locking bar42, most preferably with the bar snugly disposed within the lockingnotch 52. Further wind pressure applied against the vane 47 simplyenhances the fixation of the locking bar 42 to each of the locking legs51 of the pivot element 49.

As with the previous embodiment, some form of biasing means can beprovided to bias the vane member 44 to its neutral position shown inFIG. 3a. In one specific embodiment, the mechanism 40 can include areturn spring 52, which in the illustrated embodiment is in the form ofa torsion spring mounted between the mounting bracket 45 and the axle46. Of course, other biasing mechanisms, including springs, arecontemplated, as suggested previously.

Referring to FIGS. 5a, 5 b and 6, yet another embodiment of theinvention is illustrated. In these figures, a hold-down lockingmechanism 60 is also attached to the arm 18 of the bail member 16. Inthis embodiment, the mechanism includes a vane member 62 and a lockingstop 64 that is mounted to the container body 11. The vane member 62includes a vane 66 that faces the air flow passing along the side of thecontainer body 11. A locking tab 68 projects from the opposite surfaceof the vane, facing the locking stops 64. Preferably, the locking tab 68and vane 66 are shaped to generally conform to the forward surface shapeof the locking stop 64. As shown in FIG. 5b, under action of the windair flow, the vane member 62 pivots rearwardly until the locking tab 68is disposed directly beneath the locking stop 64. The continued airpressure holds the vane, and most particularly the locking tab 68, inthis deployed position. When the locking mechanism 60 is actuated, anyvertical movement of the arm 18 is prevented as the locking tab 68contacts the locking stop 64.

Preferably the vane member 62 is pivotally mounted directly to the arm18, as shown in best in FIG. 6. In one preferred embodiment, a pivotmount 70 is engaged to the under side of the arm 18. An axle 71 projectsoutward form the pivot mount 70 and through a pivot sleeve 72 The pivotsleeve 72 is attached to the vane member 62. As with the previousembodiments, a biasing means 74 can be provided, which is preferably atorsional return spring mounted between the pivot mount 70 and the axle71.

The hold-down locking mechanisms 20, 40 and 60 of the previousembodiments are most particularly suited for tarping systems in whichthe tarp 13 is extended essentially flat across the top of the containerbody. However, in some cases the tarping system includes an array oftransverse bows spanning the width of the body to add some contour andheight to the flexible tarp. While similar hold-down locking mechanismscan be implemented for a bow-type system, the present inventioncontemplates additional embodiments specifically configured for thistype of tarping arrangement.

Most particularly a locking mechanism 80 as depicted in FIG. 7 isarranged to lock the tarp bow 78 to the top rail 11 b of the vehiclecontainer body. In this embodiment the mechanism includes a vane 82 thatis pivotally mounted to the top rail 11 b by way of a pivot bar 83. Thepivot bar can be affixed to a mounting bracket 85 to permit pivotingmovements of the vane in the direction of the arrow P. The lockingmechanism 80 further includes a hook 86 that is attached to and rotateswith the vane 82. As can be seen in FIG. 7, the hook 86 is configured toengage one end of the tarp bow 78 as the hook pivots in the direction ofthe arrow P. The shape and arrangement of the hook 86 can be adaptedaccording to the structure of the end of the tarp bow 78.

As with the prior embodiments, the locking mechanism 80 of FIG. 7 caninclude a mechanical biasing means such as a spring. However, in themost preferred embodiment, the vane 82 is biased to its neutral positionshown in this figure by the weight of the vane. As the vane 82 pivots inthe direction of the arrow P away from the depicted vertical position,gravity generates a restoring force at the moving center of gravity ofthe vane. As long as the air pressure generated by the wind flow exceedsthis downward force, the vane 82 will continue to pivot. However, oncethat air flow falls below a certain threshold, gravity will againrestore the vane 82 to its vertical orientation. It is of courseunderstood that the weight of the vane and hook 86 can be calibrated sothat the vane only pivots to its locking position at a particular airflow velocity, corresponding to a particular vehicle speed.

This same gravity feature can be implemented to provide a restoringforce to the vertically pivoting locking mechanisms 40 and 60 of FIGS.3a-3 b and 5 a-5 b, respectively. In both cases, the vane members 44 canbe flipped upside down from the orientation shown in the figures,together with commensurate reorientation of the corresponding lockingbar 34 or locking stop 64.

A locking mechanism 88 is illustrated in FIG. 8 that can be used toengage and lock the end of a tarp bow 78. In this mechanism a vanemember 89 is independent of the locking member 90. The locking member 90can have the same hook configuration as the hook 86 in the embodiment ofFIG. 7.

In this embodiment, movement of the vane member 89 is transmitted to thelocking member 90 through a gear train 91. In the illustratedembodiment, two spur-type gears are pivotally mounted to the containerbody pivoting the vane member 89 in the direction of the arrow P, causesthe right (driving) gear of the gear train 91 to rotate in the directionR. This rotation causes a commensurate rotation in the left (driven)gear of the gear train which produces a corresponding pivoting movementof the locking member 90 toward the tarp bow 78.

The gear ratio of gear train 91 can be adjusted to adjust the holdingforce generated by movement of the vane member 89. For instance, alarger driving gear can be attached to the vane member 89 so that asmall incremental pivoting of the vane member can yield a greater degreeof pivoting of the locking member 90. When the locking member is engagedto the tarp bow 78, this gear ratio translates to the application ofgreater hold-down force applied to the bow.

As with the prior embodiments, a mechanical or spring-type biasingmechanism can be utilized to bias the vane member 89 and/or lockingmember 90 to the neutral position shown in FIG. 8. However, in the mostpreferred embodiment, a counter weight 93 is integrated into either thevane member 89 or the locking member 90. As with the embodiment of FIG.7 the counter weight 93 reacts to the force of gravity to provide arestoring force contrary to the direction of rotation R of the geartrain 91 or the direction of pivoting P of the vane member 89. Again,the mass of this counter weight 93 can be adjusted to control the forcerequired to activate the locking mechanism 88.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character. It should be understoodthat only the preferred embodiments have been shown and described andthat all changes and modifications that come within the spirit of theinvention are desired to be protected.

For example, in all of the illustrated embodiments, the hold-downlocking mechanisms are wind or air pressure activated. In an alternativeapproach, the vanes can be activated by human intervention. With thisapproach, the vehicle operator, for instance, can determine whether windand traveling conditions are causing a problem with the container coversystem.

In one embodiment of this human intervention approach, the lockingelements can be deployed by activating a mechanical linkage or cablesystem. For instance, a cable can be linked to the vane member 22 of theembodiment of FIGS. 3a, b. Pulling the cable can cause the vane memberto pivot into its deployed position. A similar cable arrangement can beemployed with the locking mechanisms 40, 60, 80, and 88.

As a further alternative, the vane members can be electrically orhydraulically actuated. For instance, a vane member cen be connected toa rotary solenoid or motor operable to rotate the locking mechanism intoits deployed position.

What is claimed is:
 1. A hold-down locking mechanism for a cover systemfor an open-topped container, the cover system including a flexiblecover deployable over the container by a deployment system, thedeployment system having a movable deployment component connectedbetween the container and the flexible cover, said mechanism comprising:a stop member attachable to one of the container or the movabledeployment component; and a locking member pivotably mountable on theother of the container or the movable deployment component, said lockingmember including a locking element configured to engage said stop memberto restrict relative movement between said locking member and said stopmember and thereby restrict relative movement between the deploymentcomponent and the container.
 2. The mechanism of claim 1 wherein saidlocking element includes a locking bar pivotably connected to thecontainer and said stop member includes a locking stop attached to thedeployment component, said locking stop being configured to receive saidlocking bar.
 3. The mechanism of claim 2 wherein said locking bar ispivotable between a neutral position adjacent the container and adeployed position in engagement with said locking stop and said lockingstop includes a stop face configured to restrict the movement of saidlocking bar from said deployed position to said neutral position.
 4. Themechanism of claim 2 wherein said locking stop includes a ramp portionin sliding engagement with said locking bar when said locking bar is insaid deployed position, said ramp arranged to increase the force exertedon the deployment component by said locking bar as said locking barmoves along said ramp away from said stop face.
 5. The mechanism ofclaim 1 wherein said locking member further includes means for biasingsaid locking member towards the container.
 6. The mechanism of claim 5wherein said biasing means includes a return spring disposed betweensaid locking member and the container to bias said locking membertowards the container.
 7. The mechanism of claim 1 wherein said lockingmember further includes a vane member defining a pressure face sized sothat said locking member pivots in response to air flow acting on saidpressure face.
 8. The mechanism of claim 7 wherein said vane memberdefines a leading edge in the shape of an airfoil so that said vanemember moves to expose said pressure face to air flow in response to airflow over said leading edge.
 9. The mechanism of claim 7 furtherincluding biasing means for biasing said locking member towards thecontainer, said biasing means calibrated to exert a biasing forceholding said locking member in said neutral position, said biasing forcebeing overcome by wind pressure acting on said vane member at apredetermined vehicle speed.
 10. The mechanism of claim 7 wherein saidlocking member further includes a locking bar attached to said vanemember and said stop member includes a locking stop attached to thedeployment component, said locking stop being configured to receive saidlocking bar.
 11. The mechanism of claim 1 wherein said locking memberincludes a manually actuated cable operable to move said locking memberinto engagement with said stop member.
 12. The mechanism of claim 1wherein said locking member includes a manually actuated solenoidoperable to move said locking member into engagement with said stopmember.
 13. The mechanism of claim 1 wherein said locking memberincludes a mounting bracket attachable to the deployment component, saidbracket including an axle projecting through said bracket for pivotablymounting said locking member thereto.
 14. The mechanism of claim 13wherein said stop member includes a locking bar attachable to thecontainer and said locking member further includes a vane memberpivotably mounted on said axle, said vane member defining a pressureface sized so that said locking member pivots in response to air flowacting on said pressure face, and said vane member including a pair oflocking legs, each said locking leg defining a locking notch configuredfor engagement with said locking bar.
 15. The mechanism of claim 14wherein said locking member is pivotable between a neutral positiondisengaged from said stop member and a deployed position in engagementwith said stop member; and said vane member further includes biasingmeans to bias said vane member in a neutral position.
 16. The mechanismof claim 15 wherein said biasing means is calibrated to exert a biasingforce holding said locking member in said neutral position, said biasingforce being overcome by wind pressure acting on said vane member at apredetermined vehicle speed.
 17. The mechanism of claim 15 wherein saidbiasing means includes a torsion spring between said locking member andsaid axle.
 18. The mechanism of claim 13 wherein said locking memberfurther includes: a vane member, said vane member defining a pressureface and a downwind face, said pressure face sized so that said lockingmember pivots in response to air flow acting on said pressure face; andan elongated pivot sleeve attached to said vane member and configured toreceive one end of said axle therethrough for pivotable attachment ofsaid locking member to said bracket.
 19. The mechanism of claim 18wherein said stop member includes a locking stop attached to thecontainer and said vane member includesa locking tab attached to saiddownwind face, said tab configured to engage said locking stop toprevent vertical movement of the deployment component when said vanemember engages said locking stop.
 20. The mechanism of claim 18 whereinsaid locking member is pivotable between a neutral position disengagedfrom said stop member and a deployed position in engagement with saidstop member; and said vane member further includes biasing means to biassaid vane member in said neutral position.
 21. The mechanism of claim 20wherein said biasing means is calibrated to exert a biasing forceholding said locking member in said neutral position, said biasing forcebeing overcome by wind pressure acting on said vane member at apredetermined vehicle speed.
 22. The mechanism of claim 21 wherein saidbiasing means includes a torsion spring between said locking member andsaid axle.
 23. A hold-down locking mechanism for a cover system for anopen-topped container, the cover system including a flexible coverdeployable over the container by a deployment system, the deploymentsystem having a movable deployment component connected between thecontainer and the flexible cover, said mechanism comprising awind-actuated locking member disposed between the container and themovable deployment component, said locking member configured to restrictrelative movement between the movable deployment component and thecontainer when said locking member is moved from a neutral position to adeployed position in response to air pressure acting on said lockingmember.
 24. The mechanism of claim 23 wherein said locking memberincludes a vane member defining a pressure face sized so that saidlocking member pivots in response to air flow acting on said pressureface.
 25. The mechanism of claim 24 wherein said vane member defines aleading edge in the shape of an airfoil so that said vane member movesto expose said pressure face to air flow in response to air flow oversaid leading edge.
 26. The mechanism of claim 24 wherein said lockingmember further includes a locking bar attached to said vane member andconfigured for engagement with a stop member attachable to thedeployment component.
 27. The mechanism of claim 2 wherein said lockingmember includes a mounting bracket attachable to the deploymentcomponent, said bracket including an axle projecting through saidbracket for pivotably mounting said locking member thereto.
 28. Themechanism of claim 27 wherein said locking member further includes avane member pivotably mounted on said axle, said vane member defining apressure face sized so that said locking member pivots in response toair flow acting on said pressure face, and said vane member including apair of locking legs, each said locking leg defining a locking notchconfigured for engagement with a locking bar attachable to thecontainer.
 29. The mechanism of claim 27 wherein said locking memberfurther includes: a vane member, said vane member defining a pressureface and a downwind face, said pressure face sized so that said lockingmember pivots in response to air flow acting on said pressure face; andan elongated pivot sleeve attached to said vane member and configured toreceive one end of said axle therethrough for pivotable attachment ofsaid locking member to said bracket.
 30. The mechanism of claim 29wherein said vane member includes a locking tab attached to saiddownwind face, said tab configured to engage a locking stop attachableto the container to prevent vertical movement of the deploymentcomponent when said vane member engages said locking stop.
 31. Themechanism of claim 2 wherein said locking member includes: a vanemember, said vane member defining a pressure face sized so that saidlocking member pivots in response to air flow acting on said pressureface, and said vane member including means for pivotable attachment ofsaid vane member to the container; and a locking element configured toengage a tarp bow when said vane member is pivoted from a neutralposition to an engaged position.
 32. The mechanism of claim 31 whereinsaid attachment means includes: a mounting bracket attached to thecontainer; and a pivot bar pivotally attached to said mounting bracket,said pivot bar interconnecting said locking element with said vanemember so that said locking element rotates with said vane member. 33.The mechanism of claim 31 wherein said vane member extends substantiallyvertically downward relative to said mounting bracket in said neutralposition.
 34. The mechanism of claim 31 wherein said locking elementdefines a hook.
 35. The mechanism of claim 2 wherein said locking memberincludes: a vane member pivotably attached to the container, said vanemember defining a pressure face sized so that said locking member pivotsin response to air flow acting on said pressure face; a locking elementconfigured to engage a tarp bow when said vane member is pivoted from aneutral position to an engaged position; and a gear traininterconnecting said locking element and said vane member whereby saidlocking element pivots in response to rotation of said vane member. 36.The mechanism of claim 35 wherein the holding force applied to the tarpbow by said locking element is proportional to the gear ratio of saidgear train.
 37. The mechanism of claim 35 wherein said locking elementdefines a hook.